Overhead traveling crane



Nov. 6, 1962 H. A. GORJANC OVERHEAD TRAVELING CRANE Filed Dec. 16. 19602 Sheets-Sheet 1 /5 fit? I I ll wi l]! l fia- 1 INVENTOR. Hervey/4. WANCBY 7 Arm :75

United States 3,062,333 OVERHEAD TRAVELING CRANE Henry A. Gorjanc,Wicidiffe, Ohio, assignor to The Cleveland Crane & Engineering Company,Wicklitfe, Ohio, a corporation of Ohio Filed Dec. 16, 1960, Ser. No.76,338 2 Claims. (Cl. 188-452) The present invention relates to overheadtraveling cranes and to industrial-type hydraulic brakes manuallyoperable remotely from the brake proper.

The invention contemplates the provision of a new and novel overheadtraveling crane having a hydraulically applied brake on the bridgecontrolled by an operator in a control cab suspended from the bridge andincluding means for automatically compensating for wear, etc., andwherein the sole hydraulic operating connection between the control oractuating mechanism in the cab and the brake proper is a single conduit.

The invention also contemplates a provision of a new and novelindustrial-type hydraulic brake having the control or operator actuatedmechanism located remotely from the brake proper and connected to thebrake by a single conduit, the brake being self-adjustable to compensatefor wear, etc.

The invention resides in certain constructions and combinations andarrangements of parts and further advantages of the invention will beapparent to those skilled in the art to which it relates from thefollowing description of the preferred embodiment described withreference to the accompanying drawings forming a part of thisspecification, in which similar reference characters designatecorresponding parts, and in which:

FIG. 1 is a fragmentary side elevational view of a traveling craneembodying the present invention;

FIG. 2 is an enlarged side elevational view of the brake proper takenapproximately on the line 22 of FIG. 1, with parts broken away to bettershow the construction;

FIGS. 3 and 4 are end elevational views of the mechanism shown in FIG.2, looking from the left and right, respectively;

FIG. 5 is a sectional view approximately on line 55 of FIG. 2;

FIG. 6 is an enlarged sectional view approximately on the line 6--6 ofFIG. 2; and

FIG. 7 is an enlarged fragmentary view of a portion of FIG. 1 showingthe operator actuated mechanism located in the crane control cab.

While the invention is susceptible of various modifications andalternate constructions, the preferred embodiment is shown in thedrawings and herein described in detail. It is to be understood,however, that there is no intention to thereby limit the invention tothe specific form disclosed, but it is the intention to cover allmodifications and alternative constructions falling within the spiritand scope of the invention as expressed in the appended claims.

The traveling crane shown in the drawings comprises a bridge A uponwhich the usual trolley, not shown, carrying the hoist mechanism isadapted to travel transversely of the length of the crane runwaycomprising spaced rails 10, only one of which is shown, supported bysuitable structure 11 which may be the side of the buliding within whichthe crane is located.

The crane further comprises end trucks at opposite ends of the bridge A,the wheels 12 of which ride upon the rails 10. Movement of the cranealong the runway is effected by an electric motor B positioned on thebridge A and operably connected to one or more of the wheels 12 at eachend of the bridge by gears 13 integral with the wheels 12 and in meshwith pinions 14 connected to the end of a shaft 15 extending the lengthof the bridge. The

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shaft 15 is connected to the motor B by reduction gears, not shown, butlocated within a gear case 16. The electric motor B is adapted to beconnected to and disconnected from the power lines in the usual mannerby an operator manipulated controller 17 located in the cab C of thecrane.

When it is desired to stop the crane at any particular location alongthe crane runway the power is disconnected from the motor B and a brakeapplied by the operator to the armature shaft of the motor.Alternatively the brake might be applied to the shaft 15 or directly tothe wheels 12. Referring more particularly to FIGS. 2 to 5 of thedrawings, the brake shown comprises a brake drum 20 fixedly secured tothe end of the armature shaft 21 of the motor 13 opposite the endconnected to the gear train therebetween and the shaft 15.

For the purpose of stopping the rotation of the brake drum 20 and/orholding it stationary, the drum is selectively engaged by two brakeshoes 22, 23 provided with the usual brake lining 24, 25 and located atand engageable with radially opposite sides of the brake drum. The brakeshoes 22, 23 are pivotally connected by pins 26, 27 to levers 30, 31,respectively, approximately mid-way between the ends of the levers. Thelower ends of the levers are pivotally connected by pins 32, 33 to abuilt-up frame or base member 34 comprising angle irons 35, 36. The base34 is detachably fixed to the bridge A of the crane. Friction devices40, 41 are interposed between the brake shoes 22, 23 and the levers 30,31 for holding the brake shoes in the proper relation to the respectivearm by which they are carried so that they will not engage and drag uponthe brake drum when the brake is not applied. Devices suitable for thispurpose are well known in the art.

The levers 30, 31 project upwardly from the base 34 along opposite sidesof the brake drum 20 and their upper ends are operatively connected to afluid pressure motor D in such a manner that when fiuid pressure isapplied to the motor D the upper ends of the levers 30, 31 are movedtowards one another and the brake applied. As shown, the upper end oflever 30, which is bifurcated, is connected by a pivot pin 42 to one endof a composite member 43, the opposite end of which is connected to thecylinder housing 44 of the fluid pressure actuated motor D. The member43 comprises a member 45 pivoted to the upper end of the lever 30 andhaving one end of a tubular member 46 rectangular in cross-sectionwelded thereto. The opposite end of the tubular member 46 is welded to amember 47 bolted to the housing 44 of the motor D.

The motor D is of the flexible diaphragm-type and the end of its pistonrod 50 opposite to the end connected to the diaphragm is threaded into asuitably tapped hole in a member 51 slidably supported in the right-handend of the tube 46, as viewed in FIG. 2 of the drawings. The member 51is connected by a pin 52 to the upper bifurcated end of the lever 31.The pin 52 extends through elongated slots 55 in the opposite sides ofthe tube 46 so as to permit relative reciprocation of the member 51within the tube 46. The member 51 is biased or continuously urgedrelative to the tube 46 towards the right, as viewed in FIG. 2, that is,in the direction to move the brake shoes 22, 23 clear of the brake drum20, by a compression spring 57 housed within the tube 46 and interposedbetween the adjacent ends of the members 45, 51. The construction issuch that the spring 57 biases the levers 30, 31 in directions away fromthe brake drum 20. The levers are moved in the opposite directionagainst the force of the spring 57 when the operator desires to applythe brake by pressure fluid admitted to the motor D in a mannerhereinafter more specifically explained.

The lower end of the lever 30 includes a tubular member 60 fixed to thepin 32 rotatably supported in the angle members 35, 36 of the base 34 byself-lubricating bushings. Opposite ends of the pin 32 project outwardlybeyond the bushings where they are provided with drumlike members 63, 64fixed to the right and left-hand ends, respectively, of the pin 32, asviewed in FIG. 5. The lefthand member 64 has an annular surfacesurrounded by a member 66 having a general shape of a split ring. Theinterior of the member 66 has suitable friction material fixed thereto,which material directly engages the annular surface on the member 64-.The split ends of the member 66 have radially projecting lugs eitherwelded or otherwise formed integral therewith, which lugs arecontinuously biased towards one another by a compression spring 72interposed on the shank of a bolt 73 extending through one of theprojecting ends of the member 66 and threaded into the other. Thecompression spring is interposed between the head of the bolt and theprojecting end of the member 66 nearest thereto and continuously urgesor biases the member 66 in a direction to frictionally engage theannular surface which it surrounds on the member 64. The fact that thebolt 73 is threaded into one of the projections on the member 66provides an adjusting means for the spring 72. A lock or jamb nut may beused on the bolt, if such an expedient is considered necessary ordesirable.

The member 64 has a pair of bosses 74, 75 formed integra'l therewithdirectly opposite the split therein and between which one end of a link76 is pivoted by a pin 78. The opposite end of the link 76 is pivoted bya pin 80 to an arm 81 fixed to the projecting end of the pin 33 to whichthe lever 31 is fixedly connected. The ends 78, 80 of the link 76 are atopposite sides of the pins 32, 33, respectively, with the result that aseither of the arms 30, 31 are moved towards or from the brake drum 20,the other arm moves a like distance unless one or the other of the brakeshoes is in engagement with the brake drum 20. In this event the member66 slips on the member 64 until both brakes shoes are in engagement withthe drum. When the brake shoes are subsequently moved away from thebrake drum, each shoe will move in opposite directions at the same rate.

The member 63 on the near end of the pin 32, as viewed in FIG. 2 or onthe right-hand end of the pin 32, as viewed in FIG. 5, has an annularsurface similar to the surface of the member 64 and which surface issurrounded by a member 86 having the form of a split ring, the ends ofwhich, adjacent the split, are provided with radial projections 90, 91welded or otherwise formed integral therewith. The interior of themember 86 has suitable friction material fixed thereto in engagementwith the annular surface of the member 33 surrounded thereby. The splitends of the member 86 are continuously urged or biased towards oneanother so as to maintain the member 86 in frictional engagement withthe member 63 by a compression spring 93 positioned on the shank of abolt 94 extending through the projection 90 and threaded into theprojection 91 of the member 86. The spring 93 is interposed between thehead of the bolt 94 and the projection 90. The threaded connectionbetween the bolt 94 and the projection 91 provides means for adjustingthe force of the spring 93. A lock nut may be employed on the lower endof the bolt 94, if desired.

The member 86 diametrically opposite the split therein is provided withan integral boss 95 to which an arm 96 is welded. The arm 96 extendsgenerally lengthwise of the base 34 of the brake and the free endthereof is provided with an angle member 97 welded thereto and having aplunger-like member adjustably connected thereto in the form of a bolt100 threaded through a suitably tapped aperture therein. A nut 101threaded onto the end of the bolt 100 provides means for locking thebolt 100 in any position relative to the member 97 to which it may beadjusted. Movement of the lever 96 in a clockwise direction, as viewedin FIG. 2, is limited by an adjustable stop in the form of a bolt 102threaded into an annular member 103, the head of which bolt is adaptedto engage the under side of the arm 96. The member 103 is welded to theoutside of the angle member 35 adjacent to its right-hand end. The bolt102 is provided with a nut 104 which serves to lock the bolt in adjustedposition.

The head of the bolt engages the upper end of the stern 105 of apoppet-type check valve, designated generally as 106. The stem 105 ofthe valve 106 is slidably supported in the valve housing 107 and thehead of the valve is biased by a spring 110' upwardly into engagementwith a valve seat formed on the underside of a partition 111 in thevalve housing which divides the housing into inlet and outlet chambers112, 113, respectively. The lower portion of the stern 105 of the valve106 is provided with a plurality of flutes to allow the free passage offluid between the inlet chamber 112 and the outlet chamber 113 when thevalve is open.

The inlet and outlet chambers 112, 113 of the valve housing 107 are alsoconnected by a ball-type check valve 115 located in a passage 116 in thepartition 111 and biased by a spring 117 towards the left as viewed inFIG. 6. Fluid can pass through the check valve 115 only in the directionfrom the inlet chamber 112 to the outlet chamber 113. The inlet chamber112 of the valve is connected by suitable conduit means 118 to a mastercylinder mechanism E located in the control cab C of the crane and theoutlet chamber 113 is connected by a flexible conduit means 118 to thefluid pressure motor D. The construction is such that when fluidpressure is applied to the conduit means 113 by the master cylindermechanism E in excess of the pressure required to unseat either thepoppet valve 106 of the check valve 115, fluid flows from the mastercylinder through the conduit means 113, the inlet chamber 112, theapertures in the partition 111, the outlet chamber 113 and the conduitmeans 119 to the motor D, thus causing the motor D to move the brakeshoes 22, 23 towards the brake drum 20 and the brake to be applied.

The ball-type check valve is preferably used as it can more easily beconstructed to open at a relatively low pressure, two pounds and less,which is less than the pressure required to open the usual commerciallyavailable poppet-type valves. Obviously the ball-type check valve can beomitted if a suitable poppet-type valve is available. Having the checkvalve open at a relatively low pressure requires less pedal pressure atthe master cylinder mechanism and gives a better feel on the break pedaland a smoother break operation than would otherwise be the case, becausepoppet-valves ordinarily require a relative high pressure to open.

Movement of the lever 30, which carries the brake shoe 22 towards thebrake drum 20 causes the lever 96 to rotate in a clockwise direction, asviewed in FIG. 2, through the frictional connection between the members63, 86. Movement of the lever 96 in a clockwise direction causes thehead of the bolt 100 to either follow the end of the stem 105 of thepoppet valve 106 or unseat the valve if it is not unseated and maintainsthe valve unseated even though there is a subsequent reversal of theflow of pressure fluid in the conduit means 118, until the arm 96 movesin a clockwise direction incident to the brake shoe 22 moving away fromthe brake drum 20.

Movement of the lever 96 in a clockwise direction is limited by the stop102. The frictional connection, however, between the lever 96 and thedrum-like member 63 on the pin 32 permits continued movement of thelever 30 and in turn the brake shoe 22 towards the brake drum if suchmovement is necessary because of the wearing of the brake lining 24 orfor any other reason. It will be noted, however, that after eachapplication of the brake the valve 106 will be permitted by the bolt 100to close only after a predetermined movement of the lever 96 in acounterclockwise direction. This will trap fluid pressure in the outletchamber 113, the conduit means 118 and the motor D. The amount of fluidtrapped in these parts will always be such that the brake shoes will,subsequent to each application of the brake, return a predetermineddistance from the brake drum 20 regardless of whether or not the brakelinings wear. In other words, the brake is selfadjusted.

The master cylinder mechanism E shown comprises a diaphragm-typepressure fluid motor 120 of commercial construction bolted to theright-hand side of a plate 121 as viewed in FIG. 7 of the drawings. Theplate 121 is a part of a built up frame structure comprising uprightside members 123, 124 to which opposite ends of the plate 121 arebolted. The motor 121 has a cylindrical boss 125 formed integraltherewith and through which the piston rod 126 of the motor projects andin which the piston rod is slidably supported. The boss 125 is providedwith a threaded section upon which is mounted a nut 127 which securesthe motor 120 to the plate 121. The piston rod 126 is spring-biasedtowards the left, as viewed in FIG. 7, and is adapted to be moved in theopposite direction by a roller 130 rotatably supported on a shaft fixedin a pair of downwardly extending projections formed integral with amember 132. The member 132 forms a part of a pedal, designated generallyby the reference character 133, and which is rotatably supported bysuitable bushings on a shaft 137 fixed in the side members 123, 124.

The pedal 133 comprises two plates 140, 141 Welded together, thegenerally horizontal plate 140 of which is fastened by a plurality ofset screws to the member 132. The opposite end of the pedal is providedwith a foot rest 142 pivotally connected thereto. The member 132 isprovided with a downwardly projecting plate 143 which engages the roller130 when the pedal is depressed and a member 144 fixed to the sideplates 123, 124 when the pedal is released. The pedal is biased in aclockwise direction as viewed in FIG. 7 by a spring 145 connected to themember 132 to the right-hand side of the shaft 137 and to housing of themaster cylinder device. The engagement of the plate 143 with the member144 limits rotation of the pedal in a clockwise direction under theaction of the spring 145.

Secured to the top of the master cylinder housing or frame is apoppet-type check valve F comprising a valve proper in the form of aheaded member 150, the head of which is biased by a spring 151 intoengagement with a valve seat formed on the right-hand side of apartition in the valve housing 152. The stem of the valve 150 projectsthrough and is slidably supported in the left-hand side of the housing152 in a suitable manner. The valve is unseated or opened upon theoperator releasing the pedal 133 by the engagement of the end of a bolt153 adjustably connected to the plate 141 with the end of the stem ofthe valve 150.

The conduit 118 leading from the motor 120 of the master cylindermechanism E to the brake proper has a T-fitting (not shown) therein, thestem of which is connected to the right-hand chamber of the check valvehousing 152 as viewed in FIG. 7. The other or left-hand chamber or sideof the check valve is connected by a conduit 160 to an oil reservoir 161on the crane bridge located above the level of the brake proper. Theconstruction is such that when the pedal is in its released position theconduit 118, etc., is connected to the reservoir 161 through the checkvalve F but upon initial movement of the pedal in the direction tocreate pressure in the motor 120, the conduit 115, etc., is shut off orisolated from the conduit 160 and the reservoir by the closing of thevalve 150.

The preferred embodiment of the invention shown includes a third brakeshoe 165 slidably supported in the frame 34 of the brake and biasedtowards the bottom of the brake drum 20 by a pluralit yof compressionsprings 166. This brake is a so-called parking brake" and is moved toreleased position by an electric solenoid 167, the circuit to which isunder the control of the crane operator.

From the foregoing disclosure it will be apparent that the objectsheretofore enumerated and others have been accomplished and that therehas been provided a novel overhead crane and braking mechanism. Thebraking mechanism proper is self-adjusting and connected to the mastercylinder mechanism by one conduit only. This is a decided advantage inmany types of industrial equipment and particularly in cranes of thetype herein disclosed.

While the invention has been described in considerable detail it is notlimited to the construction shown and it is the intention to coverhereby all adaptations, modifications and changes therein which comewithin the practice of those skilled in the art to which it relates.

Having thus described my invention, I claim:

1. In a braking apparatus, a frame or support, a brake drum, twogenerally parallel levers pivotally connected to said frame, at oneradial side of said brake drum and extending to the opposite sidethereof, brake shoes carried by said levers for engagement with saidbrake drum, a pressure fluid motor operatively connected with the endsof said levers opposite their pivots for moving said levers and in turnthe brake shoes carried thereby towards said brake drum, means formoving said levers in a direction away from said brake drum, means forsupplying pressure fluid to said pressure fluid actuated motorcomprising conduit means connected to said motor, a check valve in saidconduit means normally preventing the flow of pressure fluid from saidmotor, means including a member operatively connected to one of saidlevers adapted to move said check valve in the direction to open thesame upon movement of said lever towards said brake drum, a frictionconnection between said members and said lever, and a stop for limitingmovement of said member incident to movement of said lever towards saidbrake drum.

2. In a braking apparatus, a frame or support, a brake drum, twogenerally parallel levers pivotally connected to said frame, at oneradial side of said brake drum and extending to the opposite sidethereof, brake shoes carried by said levers for engagement with saidbrake drum, a pressure fluid motor operatively connected with the endsof said levers opposite their pivots for moving said levers and in turnthe brake shoes carried thereby towards said brake drum, means formoving said levers in a direction away from said brake drum, means forsupplying pressure fluid to said pressure fluid actuated motorcomprising a master cylinder located remote from said fluid pressuremotor for supplying pressure fluid for operating said motor, a checkvalve located in the proximity of said pressure fluid motor normallypreventing the flow of pressure fluid from said motor, conduit meansconnecting said motor and said check valve, a single hydraulic conduitbetween said master cylinder and said check valve means including amember controlling the closing of said check valve in response tomovement of one of said levers away from said brake drum, a frictionconnection between said member and said one of said levers, and a stopmeans for limiting movement of said member in opposite directionsincident to movement of said one of said levers towards and away fromsaid brake drum.

References Cited in the file of this patent UNITED STATES PATENTS1,439,174 Kryl Dec. 19, 1922 1,835,357 Townsend Dec. 8, 1931 2,646,892Dehn July 28, 1953

